Controlling mechanism



Dec, 23, 1930.

F. D. HoLDswoRTH 1,785,956

coNTRoLLING MECHANISM Filed Dec.

27, 1927 2 sheets-sheet 1 Dec. 23, 1930. F. D. HQLDswoRTH CONTBOLLIVNG MECHANISM Filed Dec.

2 Sheets-Sheet 2 Patented Bec. 23, 1939 narran stares viai-WENT orricr.

FE1-ED D. HOLDSWORTH, OF CIi-LREIIVIONT,y NEX/V HAMPSHIRE, ASSGNOR TO SULLIVAN MACHINERY COMPANY, A CORPORATIGN OF MASSACHUSETTS l CONTROLLING ,MECHANISM i Application led December 27, 1927. vSerial No. 242,922. j

This invention relates to controlling mechanisms, and more particularly to controlling 5 or other pumping devices.: It providesv a means whereby the .engine throttle is Operated to properly adjust 'the supply of fuel to the engine in accordance with the stopping and starting of the'engine and the unloading and loading of the compressor. 'I

Among the objects of the present invention is the provision of an improved controlling mechanism for a compressor driving engine. Another object of the invention isto provide an improved internal combustion 1 engine driven Huid pumping system having im proved controlling means. Another object ofthe invention is to providean'improved control for the engine throttle tofacilitate starting of the engine. Other object-s and advantages of the invention lwill be apparent from the following description and more particularly pointed out'in the claims.

in the accompanying drawings in which for purposesl of illustration one embodiment ofthe invention is shown,

Fig. l is a side elevation of a compressor mechanism in which the illustrative form of the invention has been incorporated.

Fig. 2 is a fragmentary view in side elevation of the intake connections for the internal combustion engine, parts of the controlling mechanism being shown in central vertical section. y L

Fig. 3 is a horizontal section on the line 3 3 of Fig. 2. y

Fig. 4 is a detail view of an element ofthe control mechanism in its lowermost position.

Fig. 5 shows the same element in raised position. l

6 is a central vertical section through a carburetor.

Thev portable compressor outitrl includes :i motor 2, an air compressor 3, and a receiver l connected to the compressor 3 by a pressure discharge line 5. The compressor is provided with appropriate unloading mechanism operated by fluid pressure. As a part of this mechanism, there is provided a` pilot valve 'which controls the flow of fluid'from the receiver el or pressure discharge line 5 into the line 6, and functions in a well known ma-nner to Ypermit such flow when a predetermined maximnm pressure has been `reached in the receiver or compressor discharge line.

yUpon lowering of the receiver or line pressure by a predetermined amount, the pilot valve 7 vents the line 6 to atmosphere.

The intake vmanifold on the compressor driving engine 2 is provided with` abutterly valve 9 which isioperated by a lever 10. The manner in which such ava-lve 9 influences the character of the mixture supplied to the engine is made clear by F ig.` 6 which shows a vertical section 'through a well known type of carburetor. The one disclosed is 'merely used Vas illustrative and therinvention is not limited'thereto, as many other types of carburetors may be employed in connection with my invention without departing from the spirit thereof. The choke tube or venturi V surrounds the outlet of the main jet G; and under normal driving speeds, the atomized fuel, as it issues from the main et G, is mixed with` the air flowing through the venturi V. The passage lV carrying the gasoline from the float chamber F has two branches, one of which leads to the main jet G, above referred n to, and the other ofy which'leads to the idling jet P.

The valve 9 is shown in` Fig. 6 in closed or idling position. The efl'ect of so placing the throttle valve `9 is to bring jet P into'operationgso that a mixture of atomized fuel and air.suitable for idlingl `speed orrfor starting, is drawn through the restricted passage now afforded. l y l y The positions of maximum andininimum opening of the valve 9 may be adjustably controlled by screws 8 and 8 which are so carried by elements of the lever l0 as to engage a fixed abutment pin on the intake. Upon a sleeve member 1l secured to a part of the intake and traversed by the air supply opening is -formed a bracket portion 12 supporting a vertical controlling mechanism generally designated 13. The latter comprises mechanismgenerally designated 11i for controlling the position ofthe valve 9.` The mechanism 13 farther includes check valve mechanism 2st 'for venting the lines 15 and 6 when the throttle has reached full open position. The mechanism 13 in general has been disclosed in my Patent No. 1,692,267, dated Nov. 20, 1928. in said patent it has been pointed out that air delivered through pilot valve 7 to line 6 will enter cylinder 18 below the piston 19 forcing it upward. This causes rod 2O to throttle down the engine by turning the buttertly valve 9 toward closed position. lVhen the air pressure below piston 19 falls, the piston gradually approaches its lowermost posit-ion, at the same time causing the valve 9 to assume open position; and when that position has been reached, a valve in the venting device is unseated to allow the air in line 15 to issue, thereby loading the compressor. Meanwhile, however, the opening of the butterfly valve 9 has caused the engine to speed up to normal running or driving speed.

Surrounding the upper portion ot the casing of mechanism 14 is a sleeve 21. This sleeve is provided along one side of its lower edge with a cam surface 23 which terminates in an upwardly directed slot 24. A pin 22 projects from the casing of the mechanism 14 and is so disposed that when the sleeve 21 is in its lowermost position the pin is at the top of the slot. Should the throttle be at normal driving position, the top of the sleeve 21 which closely surrounds the rod 20 is just below an enlargement or nut on said rod 20. If the sleeve 21 is now raised and slightly7 rotated to bring the cam surface 23 into engagement with the pin 22, the rod 20 is raised in an obvious manner, thereby securingl the throttle valve in its choking position. It is of course understood that, should the throttle valve be at idling position due to unloading oi" the compressor` or 'for some other reason, the sleeve 21 may be raised and turned to lock the rod 2O against return to such position as would open the valve 9. It will be noted that the sleeve 21 and the piston 19 each have with the rod 2O only a one-way-motion transmitting connection.

The diliiculty which was encountered and led to the devising ot the present mechanism related to the starting ot' the engine. The rod 20, which is part of the automatic control and whose position was determined by the pressure ot tluid in the line 6, controlled the position of the butterfly valve 9. When starting the engine, the choke which is customarily found in the air intake of the carburetor is employed to restrict the amount ot air iiowing in around the main jet G. Vhen the engine is being turned over by means of the crank, but a small volume ot air is drawn in through the venturi V; and if the gasoline is being delivered only through the main jet G, it is impossible to obtain a suitable mixture tor starting the engine. On the other hand, if the buttertly valve 9 is in the position indicated in Fig. 6, the idling jet P comes into operation so as to deliver a suitable mixture for starting the engine. This is due to the fact that only a restricted passageway is lett; and even though the amount ot air drawn into the cylinders is small, a suitable mixture is nevertheless obtained. The present device is intended to make it possible to manually control the position ot the butterily valve 9. It will be noted that the rod 2O is not positively connected to the piston 19, and it is therefore possible to raise the rod 20, even though there be no Vliuid pressure in the line 6.

in starting the engine therefore, the sleeve 21 is raised and rotated, the choke is operated to restrict the air inlet of the carburetor, and the engine is cranked. As soon as the engine starts, the sleeve 21 is rotated to change the position ot the valve 9; and after the engine has once been started and has come up to speed, the sleeve 21 is placed in inoperative position, that is to say, with the pin 22 in the slot 24. The control of the throttle is then entirely automatic.

lhile l have in this application specifically described one form which my invention may assume in practice, it will be understood that this form ot the same is shown for purposes ot' illustration and that the invention may be modilied and embodied in various other 'forms without departingfrom its spirit or the scope of the appended claims.

VWhat I claim as new and desire to secure by Letters Patent is z 1; The combination with a compressor and a prime mover therefor, oit mechanism tor controlling the prime mover including an element controlling the prime mover, and means for varying the position of said element in accordance with the load on the compi or, said mechanism having a manually operable member for moving` said element to a predetermined position and maintaining the same therein irrespective of the condition ol" the compressor whether loaded or unloa ded.

2. The combination with a compressor and aninternal combustion driving engine theretor, of controlling means for said engine comprising a cylinder, a piston therein, means controlled by compressor discharge pressure for supplying fluid to said cylinder, a throttle Jfor said engine, operative connections between said throttle and said piston. a manually operable control for said throttle. and a one way motion transmitting connection between said manual control and said throttle.

3. Controlling mechanism for a prime mover comprising a lever whose position controls the power ot the prime inover, an automatic control device for moving said lever, a manual control device for moving said lever, each connection between the respective control device and said lever being a one-waymotion transmitting connection.

4f. Controlling mechanism for a prime mover comprising a lever whose position con- Gli trols the power of the prime mover, an automatic control device for moving said lever including a longitudinally movable element, one-way-motion transmitting connection between said longitudinally movable element and said lever, a manual control for said lever, and a one way motion transmitting connection between said manual control and said lever. y

5. Controlling mechanism for prime mover comprisini a lever whose position controls the power of the prime mover, a cylinder and piston, operative connections between said cylinder and piston and said lever including a one-ivay-inotion transmitting connection, a manually operable control for said lever having a cam surface, and a one way motion transmitting connection between said manual control and said lever.

6. Controlling mechanism for a prime mover comprising a lever whose position regulates the power of the prime mover, a rod connected to said lever for moving tliesc me, a cylinder and piston for moving said rod, and a collar surrounding said rod and having a cam surface foi' moving said collar longitudinally of the axis of said rod, saifl rod and collar having portions cooperable to transmit movement of said collar to said rod.

7. Controlling mechanism 'for a prime mover con'ipiising a lever whose position governs the power of the prime mover, a rod connected to said lever for moving the same, a cylindeiI and piston for moving said rod and connected to the same by a one-way-inotion transmitting connection, and a. collar surrounding said rod and having a cam surface for moving said collar longitudinally of the axis of said rod, said rod and collar having portions cooperable to transmit movement of said collar to said rod.

8. In av pumping system including a pump, and a prime mover for driving the pump, controlling mechanism for the prime mover comprising an element movable to control Vthe speed of the prime mover, a servo-inotor for controlling the movement of said element, means controlling the supply of operating fluid to said servo-motor and the venting of fluid therefrom in accorda-nce with pump di@- charge pressure, and means mounted on said servo motor and manually controllable to move said element positivelyT and maintain it in adjusted position.

9. Controlling mechanism for a pumping system including an internal combustion engine and a pump driven thereby comprising an element movable to control the speed of the engine a servo-motor for controlling movement of said element and comprising a cylinder and piston, means for controlling the supply of operating fluid to said servoinotor cylinder and the venting of iiuid therefrom in accordance with pump discharge pressure, and a device coaxial with the cylin- .der and piston and'slidable axially thereof manually controllable to move said element positivelyV and maintain it in adjusted Vposition. y l

,"10.' YControlling mechanism for a pumping Y system including an internal combustion engine and a pump driven thereby comprising .an element movable tol control the speed of the engine, a servo-motor for controlling movement of said element and comprising a cylinder and piston, means for controlling the supply of operating fluid to said servoinotor cylinder and the venting of fluid therefrom in accordance with pump discharge pressureand a device coaxial with the cylinder and piston and slidable axially thereof manually controllable to move said element and maintain it in adjusted position', said device including a helical cam, said servo-motor carrying an abutment whereby said device is operative on rotation to vary the Iinal adjustment effected thereby. j: Y 'j ll. Controlling mechanism for a prime mover including a cylinder, a piston reciproj 12, The combination with a compressor, an. vinternal combustion driving engine therefor and a throttle for said engine, of controlling means for said throttle comprising means for Aioving said throttle to one position on loading of the compressor, means for automatically moving the throttle to another position 0n unloading of the compressor, said last mention ed means being provided Vwith a uni-directional motion transmitting connection with the'throttle, and a manually operable member for moving said throttle to one of said positions and maintaining the same therein.

13. The combination with a compressor and an internal combustion driving engine therefor, of a throttle for said engine, automatic means for moving said throttle in response to variations in the power requirements of said compressor, said automatic means comprising a pressure fluid actuated movable member having a surface upon which pressure iiuid acts to effect its actuation, and manual controlling means for adjusting the position of said throttle and maintaining said throttle in adjusted position, the connection between said manual controlling means and said throttle including a lost motion connection.

14. The combination with a. compressor and a prime mover for driving the same, of a controller for said prime mover, a Huid ctt `actuating systeml for loading and unloading said compressor, a pneumatically actuated automatic controlling device for said prime mover controller, said device being responsive to loading and unloading of the compressor by said system, and manually operable means for adjusting the position of said controller` and maintaining said controller in adjusted position, the connection between said manual controlling means and said controller including a lost motion connection.

l5. The combination with a compressor and an internal combustion driving engine therefor, of controlling means for said engine comprising `a cylinder and a piston, means controlled by compressor discharge pressure for supplying iiuid to said cylinder, operative connections for moving said throttle towards closed position upon supply of pressure to said cylinder, and manually operable controlling means for said throttle having active and inactive positions and relative to Which when it is in inactive position the throttle is freely movable in one direction.

16. The combination With a pump and a motor for driving the same, of a controller for the motor, a fluid actuated system for loading and unloading the pump having controlling means responsive to pump discharge conditions, means for moving said controller to diminish the power of said motor controlled by said pump discharge conditions responsive means, and means under operator control and operable at Will for effecting movement of said controller to control the n'iotor including a reciprocable member for transmitting movement to said controller alsoforming part of said iirst mentioned means for moving the controller.

In testimony whereof I affix my signature.

FRED D. HOLDSVVORTH. 

